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Foreword
This document indicates the details which should be provided in the ship's "Stability
Information Booklet" so as to ensure compliance with the Merchant Shipping (Load
Line) Regulations 199B-see Regulations 32 and 33 and Schedule 6 of Merchant
Shipping Notice MSN 1752(M).
In an endeavor to "standardise" the presentation of stabiIity information submitted for
examination and so expedite its assimilation and approval, the Maritime and
Coastguard Agency (MCA) encourages all shipbuilders to adopt this layout (which has
been developed following an analysis of the many varied presentations currently
submitted) when preparing the "Stability Information Booklet" for their new
constructions.
Included in this booklet are also details of the Flooding and Damaged Stability
requirements for certain types of ships assigned reduced freeboards;-see Regulations
29 and 30 and Schedule 2 paragraph 1 and Schedule 4 Part I paragraph 5.
INDEX
Page 1. General Particulars
2. Plans showing Cargo Spaces, Storerooms and Tanks
3. Special Notes Regarding the Stability and Loading of the Ship
4. Metric Conversions
5. Hydrostatic Particulars
6. Capacities and Centres of Gravity of Cargo Spaces, Storerooms,
Crew and Effects
7. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks
(sheet l-Cargo Oil and Oil Fuel)
8. Capacities, Centres of Gravity and Free Surface Moments of Oil and Water Tanks
(sheet 2-Engine Room and Fresh + Ballast)
9. Notes on use of Free Surface Moments
10. Container Ships-capacities and centres of gravity
11. Cross Curves of Stability (KN Curves)
12. Example showing use of Cross Curves (KN)
13. Deadweight Scale
14. List of Conditions required
15. Typical Condition Sheet
16. Statical Stability Curve for Condition
Simplified Stability Information
1 7. General Note
18. Deadweight Moment Curve + Table
19. Typical Loading Sheet
Damaged Stability
20. Flooding and Damaged Stability; requirements for Type 'A' and Type 'B' ships I
21. Flooding and Damaged Stability; requirements in the flooded condition
22. Flooding and Damaged Stability; information to be presented from flooding
calculations
23. Flooding and Damaged Stability; typical sketches required
GENERAL PARTICULARS
Ships Name
signal Letters
Official Number
Port of Registry
Owners Name and Address
Builders Name, Address and Ship Number
Date Keel Laid
Moulded Dimensions (in metres)
Summer Load Draught (in metres)
Block Coefficient
Displacement (in tonnes)
Deadweight (in tonnes)
Gross Tonnage
Net Tonnage .
METRIC CONVERSIONS
Metric Equivalents
The use of S I (Systeme Internationale) units is strongly recommended.
MULTIPLY
BY
0.03937
0.3937
3.2808
2.2046
0.0009842
0.9842
2.4998
8.2014
187.9767
-
TO CONVERT FROM
TO OBTAIN
MILLIMETRES
CENTIME TRES
METRES
KILOGRAMMES
INCHES
INCHES
FEET
POUNDS
25.400
2.5400
0.3048
0.45359
KILOGRAMMES
TONNES(1000 KG)
TONNES
PER
CENTIMETRE
(OF
IMMERSION)
MOMENT TO CHANGE
TRIM ONE CENTIMETRE
(TONNES METRE UNITS)
TONS(2240 Ibs.)
1016.047
TONS (2240 Ibs.)
1.016
TONNES PER INCH 0.4000
(IMMERSION)
METRE RADIANS
TO OBTAIN
MOMENT.TO
0.122
CHANGE TRIM ONE
INCH (FOOT TON
UNITS)
FEET DEGREES
0.0053
TO CONVERT FROM MULTIPLY
BY ABOVE
N.B. The "free surface effects" of a proportion of all oil-fuel, fresh water, feed- water
and service
tanks should be taken into account in both the Arrival and Departure Conditions.
CONTAINER SHIPS
(Capacities and Centres of Gravity)
When a ship is designed for the carriage of containers or pallets the following I
information should be provided to enable the sailing condition to be calculated:
(i)
A 'Container Stowage Plan' showing the disposition and identification
arrangement of every container. The size and maximum laden and unladen weight of
the various types of container should be indicated.
(ii)
A 'Tabular Statement' giving the vertical and longitudinal geometric centres of
each container in its stowed position.
VESSELS
Ships over 150 metres but not exceeding 225 metres in length
Such ships must be capable of withstanding the flooding of anyone compartment,
other than the machinery space, designed to be empty* in the summer load condition.
The permeability of the compartment is to be taken as 95 per cent.
Ships over 225 metres in length
Such ships must be capable of withstanding the flooding of anyone compartment,
designed to be empty* in the summer load condition or the machinery space. The
permeabilities of the machinery space and other compartments are to be taken as 85
per cent and 95 per cent respectively.
* or as shown to be empty in the Stability Information Booklet
Tabular Freeboard less than B-60 but not less than B-100 .
Ships over 100 metres but not exceeding 225 metres in length - .Such ships must be
capable of withstanding the flooding of any two adjacent for and aft compartments,
neither of which is the machinery space, when loaded to the summer load waterline.
The permeability of each compartment is to be taken as 95 per cent.
Ships over 225 metres in length
Such ships must be capable of withstanding the flooding of the machinery space alone
or any two other adjacent fore and aft compartments. The permeabilities of the
machinery space and other compartments are to be taken as 85 per cent and 95 per
cent respectively.
Requirements in the flooded condition
After flooding the ship must be capable of remaining afloat in the following condition of
equilibrium:
(a) the final waterline after flooding should be below the top of any ventilator
coaming, the lower edge of any air pipe opening, the upper edge of the sill of
any access opening fitted with a weather-tight door and the lower edge of any
other opening through which progressive flooding could take place.
(b) The angle of heel due to unsymmetrical flooding should not normally exceed
15 degrees but if no part of the deck is immersed an angle of 1 7 degrees may
be accepted.
(c) In the case of symmetrical flooding the metacentric height (GM) calculated
using the constant displacement method should have a positive value of at
least 50 mm in the upright condition after flooding.
(d) The residual stability should be not less than that indicated by the statical
stability curve shown.